Engine



.June 4, 1935. H. H. TIMIAN I 2,003,984

ENGINE Filed April 16. 1931 engines and My invention relates and consequently there Patented June 4, 1935 ENGINE Harold H. Timla Continental otors Mich., a corporation of Virginia Corporation,

OFFICE 11, Detroit, Mich, assignor to Detroit,

Application April 16, 1931, Serial No. 530,507

21 Claims. to internal combustion more particularly to a manifold is insufficient length in v the port runners for straightening the fuel stream and correcting the stratification thereof before the same enters the int In multiple cylinder ake chamber of the cylengines and in especially those of six or eight cylinders or more,

it is quite necessary to connect cylinder intake ports with one of port runners and since a plurality of the manifold the advent cylinder engine considerable difiiculty has been experienced in properly distributing the fuel mixture to the cylinders.

It is the object of my present invention to more uniformly distribute the fuel rious cylinders in a multiple quiring the use of Siamese mixture to the vacylinder engine rerangements in which a plurality of ports are connected with a;single port means incorporated in the uniformly distributing the the fuel in such aimann runner by providing manifold structure for fuel in order to direct er as to conduct an adequate predetermined supply of the fuel mixture to each cylinder port;

Another object of my invention is to provide an improved manifold lateral runners andp therewith in wh recting stratification port runners adjacent A further object of the manifold ou my invention is to conconstruction employing ort runners'communicating ich means are provided for corthe fuel" mixture in the tlets.

struct a manifold having a bend which tends to induce stratification that portion of the by providing means b ing stratification the outlet.

of the fuel mixture in manifold beyond the bend eyond the bend for correctof the fuel mixture adjacent A more detailed understanding of my invention may be had from the which illustrates prefer invention and in which:

accompanying drawing red embodiments .of my of the eight ports and other ar- 7 Figure 1 is a fragmentary side of an internal combustion elevational view engine equipped with an intake manifold structure constructed in accordance with my Figure 2 is a hori substantially on the invention,

zontal sectional view taken line 2-2 of Figure 1,

v Fig. 3 is an enlarged sectional view of a portion cating therewith structure illustrating a portion of the lateral runner, the

and the means port runner communiwithin said port runner for correcting stratification of the fuel mixture caused bend connecting Figure 4 is a my improved with owing the a modified construction, and

Figure 5 is a detail modified manifold My improved inta adapted for use sectional view-illustrating a construction.

cylinder type I have illustrated a manifold structure provided with and port runners lateral of main runners I4 In Figure 3 an enlarged portion ofthe manipasses around this bend the wet fuel particles are caused to travel to one of the side walls of the fuel mixture flowing stra such a port runner ports it has been f port or both and thus the is connected with Siamese ound that it is dimcult to same around the said lateral and port runners. detail sectional view illustrating manifold construction associated an engine having a fuel intake chamber of control the distribution of the fuel to said ports, since one of the ports may receive more fuel than necessary while the other port starved.

I have discovered that it is possible to control the flow of the fuel mixture in a port runner in such a way as to eliminate the stratification of the fuel as the same reaches the manifold outlet I1. I have preferably provided such means for correcting the stratification of the fuel at a point adjacent the outlet and in the illustrated embodiment of my invention this is accomplished by providing a second bend I8 in the port runner, this bend being commonly referred to as a kickback". I find that the angular relation between the lateral runner and the port runner preferably approximates the construction shown in Figure 3.

The port runner is arranged at an angle a to the axis 13 which extends perpendicular to the axis of the lateral runner. Preferably this angle is not more than approximately 20 and I find that this angle may vary from 5 to 20 but preferably is approximately This oblique angle between the lateral runner and port runner tends to prevent the formation of swirl or eddy currents which necessarily produces more resistance to fuel mixture therethrough. The second bend or kick-back I8 is preferably arranged to bend in the same direction as the bend l6 and the angle b between the axis of that portion of the port runner beyond the second bend and the axis B is preferably in the neighborhood of 15". I find that a this construction produces very good results and the fuel mixture is directed straight through the intake passages l3 as shown by the arrows l9 and fuel mixture is uniformly distributed and stratification of said fuel'mixture has been eliminated before the same is introduced into the intake chambers IS. The elimination of this fuel stratification may be plainly seen by referring to Figure 3 in which the arrow indicates how the wet fuel particles travelling along the inner wall of the port runner are kicked off adiac int the outlet into the central portion of the port runner.

The arrow 2| indicates diagrammatically the manner in which any fuel particles travelling along the outer wall of the port runner are directed inwardly into the central zone of the intake chamber 13. In this manner the fuel is evenly distributed and predetermined quantities of said fuel are thus conducted to the intake ports associated within the intake chamber l3.

It may be further noted that by varying the angle of the second bend, that the fuel may be induced to flow in any predetermined direction and when occasions arise which necessitate the supplying of more fuel to one of the ports than to the other, the correct amount of fuel may be determined and the manifold constructed to effect any predetermineddistribution of the fuel.

In Figure 4 I have illustrated a port runner communicating with an intake chamber ll which communicates with a plurality of intake ports other than the arrangement shown in Figure 2. In this construction I have preferably shown three such intake ports which are closed by intake valves l2 and preferably the fuel is distributed equally to these ports, but it will be noticed that the inlet of said intake chamber is so arranged that it would be necessary to provide more fuel flow to one side of the axis C than to the other .and to obtain this distribution the is more or less angle of the second bend is such as to direct more fuel to one side of this axis than to the other.

In Figure 5 I have illustrated a port runner l5 which is constructed at an angle of less than 90 with the lateral or main runner l4. The bend between these lateral and port runners l4 and I5 respectively is such as to cause a similar stratification of the fuel in the port runner beyond the bend and a second bend i8 is constructed in the port runner l5 adjacent the outlet for correcting the stratification of the fuel mixture, but it will be noticed that this second bend is opposite to the first bend IS. The fuel in flowing around the bend I8 is caused to travel in a direction as indicated by the arrows 30, and thus the radius of the bend Hi can be also varied for controlling the fuel flow. The bend l6 can thus be constructed to very accurately control the fuel distribution in the port runner by varying the angle of the port runner with respect to the lateral runner or by varying the radius of the bend or by a combination of these constructions.

It will be noted that the construction herein illustrated shows one embodiment of my invention for correcting stratification of the fuel mixture in that portion of the manifold beyond the bend connecting the lateral and port runners. The illustrated embodiment shows a second bend but it must be understood other devices may be incorporated in the port runner for directing the fuel flow in a desired direction for overcoming or eliminating the stratification caused by flowing the fuel around the bend in the manifold structure. It will be noted that I have provided a novel structure for producing the desired result and the means by which this is accomplished may be economically constructed without necessitating a construction of complicated manifold structures, and. furthermore, the construction herein illustrated obtains these results without producing an excessive resistance to the flow of the fuel through the manifold structure.

Preferably a construction as I have herein illustrated is adapted for use with a manifold structure in which the length of the port runner does not exceed three times the width of the outlet and in many cases where a manifold structure comprises circular lateral and port runners the length of the port runner may be determined by measuring the diameter of the manifold section and limiting the length of said runner to three times the diameter thereof. This permits the assembly of the manifold structure close to the cylinder block which condition is highly desirable in the manufacture of internal combustion engines.

If desired, the port runners may be more or less curved between the main runners l4 and intake chamber l3, as long as the general angularity of the runners is preserved within the teachings of my invention.

It will be apparent to those skilled in the art to which my invention pertains that various modifications and changes may be made therein without departing from the spirit of my invention or from the scope of the appended claims.

What I claim as my invention is:

1. An intake manifold structure for an internal combustion engine and including a primary conducting portion, a manifold branch having an obtuse bend, and non-restricting means beyond the bend for correcting stratification of the fuel adjacent the manifold branch outlet.

2. An intake manifold structure for an internal combustion mary conducting portion, a manifold branch having an obtuse bend, and non-restricting means adjacent the manifold branch outlet for correcting stratification of the fuel induced thereto by flowing the same around said bend.

3. An intake manifold structure for an internal combustion engine and including a-primary conducting portion, a manifold branch having an obtuse bend, and non-restricting means beyond the bend and acting on the wet fuel for directing same to flow in part of said branch thereby correcting stratification of the fuel adjacent the manifold branch outlet.

4. An intake manifold structure for an internal combustion engine and including a primary fluid conducting portion, a. manifold branch having a bend, and a second non-restricting bend adjacent the manifold branch outlet for producing forces acting on the fluid at said outlet whose resultant extends substantially normal to the outlet opening.

5. An intake manifold structure for an internal combustion engine and including a primary fluid conducting portion, a manifold branch having a bend, and asecond non-restricting bend adjacent the manifold branch outlet and acting on the wet fuel for correcting the tendency of along the walls of said manifold branch, said manifold being constructed and arranged to produce forces acting on the fluid at said outlet whose resultant extends substantially normal to the outlet opening.

6. An intake manifold structure for an internal combustion engine and including a primary fluid conducting portion, a manifold branch having an obtuse bend, and non-restricting means beyond the bend for directing the fuel flow in a predetermined direction to correct stratification of said fuel adjacent the manifold branch outlet.

7. An intake manifold structure for an internal combustion engine having an intake fuel passage in communication with a. plurality of intake ports associated with a plurality of engine cylinders, said manifold structure including a primary fluid conducting portion, a manifold branch having an obtuse bend, and non-restricting means beyond the bend for acting on said fuel to distribute same in predetermined proportions to said plurality of intake ports.

8. An intake manifold structure for an internal combustion engine and including a manifold branch having an obtuse bend, and a second nonrestricting obtuse bend beyond the first bend for correcting non-uniform fuel stratification induced by flowing said fuel around said first bend.

9; An intake manifold structure for an internal combustion engine and includinga lateral runner and a port runner connected by an obtuse bend, and a second non-restricting obtuse bend in said port runner for correcting stratification of the fuel adjacent the port runner outlet.

10. An intake manifold structure for an internal combustion engine and including a lateral runner and a port runner connected by a bend, and a second non-restricting bend not exceeding an angle of approximately fifteen degrees in the port runner for correcting stratification of the fuel adjacent the port runner outlet.

11. An intake manifold structure for an internal combustion engine and including a lateral runner and a port runner connected by a bend, said port runner having an outlet and a length engine and including a pri-' not exceeding three times the widthpf said outlet as measured in a horizontal port runner outlet for correcting stratification of runner outlet.

13. An intake nal each other,

and a second non-restricting bend in said port runner for correcting stratification of the fuel adjacent the port runner outlet.

14. An intake manifold structure for an internal combustion engine and including a lateral substantially 110 other, and a second non-restricting bend in said port runner not exceeding an angle of approximately fifteen degrees in the port runner for correcting stratiflcation of the fuel adjacent the port runner outlet. a

15. An intake manifold structure for an internal combustion engine and including a primary fluid conducting portion, a lateral runner and a port runner connected by an obtuse bend, and non-restricting means within said port runner beyond the bend for acting on said fuel to redirect same to flow in a predetermined direction for correcting stratification of the fuel adjacent the port runner outlet.

16. An intake manifold structure for an internal combustion engine and including a pirmary fluid conducting portion, a lateral runner and a port runner connected by an obtuse bend for conducting a fuel to the engine, the inside portion of said bend being constructed to direct saidfuel in a predetermined direction for correcting stratification of the fuel adjacent the port runner outlet without restricting the normal fuel flow.

17. In an intake manifold for an internal combustion engine, the latter having a multi-ported intake. chamber, said manifold having a main runner for supplying fuel mixture to said intake chamber, a port angle with said main runner, said port runner having an outlet portion adjacent said intake chamber extending at an obtuse angle with the,

of said port runner, said obtuse main portion angles providing for substantially uniform conduction of the fuel mixture toward said intake chamber ports with substantially unrestricted flow through the port runner.

18. In an intake manifold for an internal combustion engine, the latter having a. multiported intake chamber, said manifold having a main runner for supplying fuel mixture to said intake chamber, a port runner extending at an obtuse angle with said main runner, said port runner having an outlet portion adjacent said intake chamber extending at an obtuse angle with the main portion of said port runner, said obtuse angles providing for substantially uniform conduction of the fuel mixture toward said intake -chamrunner extending at an obtuse ber ports with substantially unrestricted non-turbulent flow through the port runner.

19. In an intake manifold for an internal combustion engine, the latter having a multi-ported intake chamber, said manifold having a main runner for supplying fuel mixture to said intake chamber, a port runner extending at an obtuse angle with said main runner, said port runner having an outlet opening adjacent said intake chamber extending at an angle with the main portion of said port runner, said angles providing for substantially uniform conduction of the fuel mixture toward said intake chamber ports in a direction substantially normal to the outlet opening with substantially unrestricted flow through the port runner.

20. In an intake manifold for an internal combustion engine, the latter having a multi-ported intake chamber, said manifold having a main runner for supplying fuel mixture to said intake chamber, a port runner extending at an acute angle with said main runner, said port runner having an outlet opening adjacent said intake chamber extending at an obtuse angle with the main portion of said port runner, said obtuse angle providing for substantially uniform conduction of the fuel mixture toward said intake chamber ports in a direction substantially normal to the outlet opening.

21. In an intake manifold for an internal combustion engine, the latter having a multi-ported intake chamber, said manifold having a main runner for supplying fuel mixture to said intake chamber, a port runner extending at an acute angle with said main runner, said port runner having an outlet opening adjacent said intake chamber extending at an obtuse angle with the main portion of said port runner, said angles providing for substantially uniform conduction of the fuel mixture toward said intake chamber ports with substantially unrestricted flow through the port runner, said obtuse angle being in the opposite direction from said acute angle, said obtuse angle providing forces acting on the fluid whose resultant is substantially normal to the outlet opening. v

HAROLD H. TIMIAN. 

